Interview with Major General Pasi Jokinen, Finnish Air Force
ESD: As a combat pilot, how do you assess the MiG-21’s capabilities if compared to the DRAKEN?
Jokinnen: The MiG-21 had a small cockpit and a lot of switches inside. Aerodynamically it was a great aircraft to fly. Its short range air-to-air missile (AA-8) capability was not that bad in the beginning of the 1990s. The plane was physically very small and this made it very difficult to detect in aerial combat before entering merge.
I’m unable to do a comparison as I did not fly the DRAKEN.
ESD: Regarding the HX programme – but independently from the preferred bidder selection expected this year – what is the status of the evaluation programme? What advantages do you expect the selected aircraft to offer over the current F/A-18 fleet?
Jokinen: The status of the programme is solid. The Finnish Defence Forces’ evaluation teams are currently analysing the Best and Final Offers (BAFO) that the manufacturers have submitted. Teams working on various capability areas are conducting their analysis & evaluation phase. There are multiple activities going on including wargames, polling panels and delphi surveys. My personal expectation is that the sensor suite and computing power of the new platform will be more up to date, and this will provide potential for growth in the future as well.
ESD: Is an F/A-18 upgrade programme likely to be necessary before the new aircraft reaches IOC?
Jokinen: With regards to the HX project, there is no need for an additional upgrade programme for the F/A-18. We have already conducted two major Mid Life Upgrades (MLU1 & MLU2). Primary weapons, avionics and communication systems of our F/A-18s are up to date. The aircraft provides a platform for several mission areas and is capable of conducting multirole operations. Software development will be continued in order to ensure operational effectiveness until the HX is in service.
ESD: Your pilot training is based on the HAWK and Live, Virtual and Constructive (LVC) Simulation. Are you content with what the HAWK can provide in this respect?
Jokinen: I am very content with the current capabilities of our HAWK-based flight training system. The HAWK will have a significant role in pilot training until the late 2030s. With a datalink equipped glass cockpit the HAWK is a tremendous training effectivity multiplier, providing an affordable training solution for the F/A-18 and later for the HX. Some of the current fighter training missions can be adopted to the HAWK training syllabus in the future. The LVC-configured Hawk can also provide advanced threat, and blue air simulation when needed. Software and also to some extent hardware development will be carried out on the HAWK fleet after the HX decision to better replicate HX pilot interface. In the event that HX programme should lead into solely a single seat fighter, the level of fidelity in HAWK training scenarios and Fighter Lead-In Training (FLIT) exit levels become even more important.
Back in 2000s when the Finnish Air Force (FINAF) started the glass cockpit modification, the starting point and the ideology was to match the F/A-18 symbology and features as closely as possible. This enabled easier transition for FLIT graduates to the F/A-18. Later on in 2018 when the former F/A-18 datalink radios were integrated with the HAWK, the platform turned out to be a game changer. Nowadays FINAF’s training LVC network is one of the very few operational LVC networks at FLIT level in the world.
Situational awareness cannot be emphasised enough when determining the must-have assets to excel in any modern or future air warfare scenario. Therefore, tools for building situational awareness, such as fighter link and simulated radar, were in the first wave of features integrated together with the datalink. Later on, a simulated Radar Warning Receiver (RWR) and better teaming options were added to the mix. Ground-based simulators and threat generators can join the same network adding the V and C elements of the LVC. Already tested in the labs, the next Operational Flight Profile (OFP) update brings simulated long-range missiles, which enable effective Beyond Visual Range (BVR) training scenarios.
FINAF is already experimenting with a possible upgrade to the current HAWK cockpit layout, which includes but is not limited to a large area display, adding another mission computer and helmet-mounted cuing system. Obviously, Full Mission Simulators (FMS) and tactical simulators alongside with part task trainers shall follow and most of the time actually lead the update schedule of the flying platform. Time and future budgets assigned for training platforms will tell how far the development process will end up.
ESD: Is a replacement for the HAWK anticipated?
Jokinen: The plan is to fly the HAWK until the late 2030s. Currently, we are happy with the HAWK, and no replacement programme has been launched. The fact that the HAWK has proven to be a reliable and solid flying platform since the 1980s is the foundation to build on. Together with support from BAE Systems and Rolls-Royce, the continuous efforts of the Finnish Defence Forces Logistics Command to procure required spare parts help us to reach the end of 2030s. However, we need to observe the big picture of our pilot training. After the HX FOC phase, a comprehensive study of our pilot training system will be conducted. It will be done at the end of this decade, and it needs to cover all the phases of our flight training system.
ESD: Many years ago, the FINAF took in the former Swiss Air Force HAWK Mk.66s, which were very early analogue-cockpit aircraft. Did Finnish industry upgrade them to match your own HAWKs? Are these now flying in the FINAF?
Jokinen: Yes, the Swiss HAWK procurement and upgrade programme was an extremely successful one. Prior in-country knowledge of a similar platform proved to be a huge asset in the adoption phase. FINAF has upgraded all 18 purchased Swiss jets together with 16 older models to the same glass cockpit configuration; nowadays our flying HAWK fleet includes 32 aircraft. The Finnish company Patria, a strategic partner of the Finnish Air Force, has been responsible for the upgrade programme. Patria is also capable of developing the aircraft software.
ESD: Including the FINAF, the Finnish Defence Forces cooperate and train extensively with NATO partners and air forces. What are the benefits for the FINAF – and are they, according to your observations, broadly recognised in Finland?
Jokinen: There are of course many benefits depending on the point of view. The modern security environment requires international cooperation and training to meet up with various threats to national and global security. Most importantly, participation in international activities develops our capabilities which are required in our core task – national defence. This is accomplished by sharing information between our partners and benchmarking our ways to operate. We have absorbed many good practices which have been adopted in our TTPs (Tactics, Techniques and Procedures), while still maintaining our strengths and flexibility. Benefits include also the enhanced interoperability and connectivity with partner air forces. This enables us to train better and conduct even more complex exercises.
In the FINAF, we have a standardised training plan for international activities. We have been in exercises abroad, and we also conduct cross border training regularly with our neighbours Sweden and Norway. International cooperation is supported by the highest leadership of the Government and the Defence Forces. As Finland is a democratic state, also different opinions do exist. However, international cooperation, crisis management and peacekeeping operations enjoy broad support among the general public and decision-makers in Finland.
ESD: Are there any plans regarding future transport aircraft and helicopters beyond your current fleets?
Jokinen: Currently, there are some ongoing upgrades, like the SES (Single European Sky) update for the C-295M fleet. It enables our aircraft to better operate in European airspace.
We are studying and updating the capability requirements of our current utility and transport aircraft fleet. However, there are no plans to replace them in the short term or procuring additional aircraft. We do not deploy globally. Therefore, the international crisis management and peacekeeping operations define our air mobility requirements.
The interview was conducted by
Georg Mader.